Fluid-pressure brake.



PATENTED OCT. 30, 1906.

W. V. TURNER. FLUID PRESSUREBRAKE.

APPLICATION FILED SEPT. 26

v 2 SHEETS-SHEET 1.

WITNESSES a ENVEHTOR ww WW V jnn'y.

Yo. 834,342. PATENTED OCT. 30, 1906. W, V. TURNER.

FLUID PRESSURE BRAKE.

APPLICATION FILED SBIT.26,1903.

2 SHEETS-SHEET 2.

' WITNESSES INVENTOR m, MM

UNITTED s'rarns i A-rnnr orrrcn.

WALTER v. TURNER, or WrLKmsBUne, PENNSYLVANM, Assicnon TO TunWESTINGHOUSE AIR BRAKE COMPANY, or rir'rsaune, PENN- Si-"lNANIA, ACORPORATION OF PENNSYLVANIA.

FLUID-PRESSURE BRAKE.-

J'o an "ll-OH- zi may concern: A

B it known that I, WALTER V. TURNER,

" a' citizen of the United States, residing at Vilkinsburg, in thecounty of Allegheny and eiat'e of Pennsylvania, have invented a certa nnew and useful Improvement in Fluidr cssure Brakes, of which improvementthe following is a specification.

This invention relates to fluid-pressure brakes, and has for its objectto provide improved means for maintaining the train-line pressure whilethe brakes remain applied and also for maintaining the pressure in thebrake-cylinder, thereby compensatingl'or all when descending longgrades, such train.- plpe leakage causes further action of the tri levalves and a correspondiugly-greater braking pressure, which. may becomegreater than desired and necessitate a release and reapplication perhapsseveral times in descending the grade, thereby Wasting a large amountof-compressed air; or, again, it may hap en that, owing to theleakage inthe brake-cy inders, frequent reductions become necessary to keep up thebrake-cylinder pressure to a point suflicient to properly control thespeed of the train, thereby depleting the auxiliary reservoir pressureto the point of equalization, after which it becomes necessary torelease the brakes in order to recharge the auxlhary reservoirs. Thisbrings about a very dangerous condition, since during the time requiredfor recharging with the brakes released a train descending a long heavygrade may gain such headway as to be beyond contro The first part of myinvention, therefore, comprises means whereby the supply of air underpressure to the train-line may bemain-- tained while the brakes remainapplied, and a second part of the invention consists in means forsupplying air from the train-pipe Specification of Letters Patent.Application filed September 26, 1903. Serial No. 174,707-

; l0 and connected with port 22, whic Patented Oct. 30, 1906.

or othersource to the brake-cylinder while the brakes are applied,whereby all leakage is compensated for, and any desired pressure may beconstantly maintained in the brakecylinder for any length of time. v iIn the accompanying drawings, Figure l is a diagrammatic illustration ofthe standard W'estinghouse automatic air-brake system,

for a locomotive and one car, showing my improvements appliedthereto;Fig. 2, a broken verticalsection through an engineers brake-valveconstructed -in accordance with my invention; Fig. 3, a plan View of thero tary-valve seat; Fig. 4, an inverted plan view of the rotary-valveface; Fig. 5, a vertical section ofone form of regulating-valve devicewhich may be used for controlling the supply of air from the mainreservoir to the train-pipe; Fig. 6, a central vertical section of mymproved valve device for controlling the supply. of air from thetrain-pipe 'to the brake-cylinder; and Fig. 7, a transverse section of aportion of the triple-valve device,

showing ports cooperating Withone form of my invention. 1

According to the construction as shown in the drawings the locomotiveequipment comprisesthe engineers brake-valve 1, having a standardfeed-valve device 2 attached thereto and connected to the mainreservoirpipe .i, the train-pipe 4 and by means of pipe 5 with theequalizing-reservoir 6 in the usual manner.

The brak e-valve, which is shown more par ticularly in Figs. 2, 3, and4, may be of standard constructiomexcept as to certain addilionalfeatures-hereinafter more fully described, and comprises a rotary-valveseat 7,

having the usual ports, as follows: 8, leading to the train-pipe; 9,leading to the exhaust; 10, preliminary-discharge ort leading to chamber36 above the equa izing-piston 25 3 12, feed-port, leading to thefeed-valve device; 14, large cavity in valve-seat, and 13 equalizingportleading to chamber 36. addition to these ports I provide a port 11,located near the preliminary-dischar e port l1 leads from the chamber 36of the equalizin -reservoir to pi e 27, communicatin with t 1e regulating-c amber 32 of the va ve device 28, The port 22 is controlled bya small slidevalve 23, operated by the movable abutment rated by carriesthe reigirilating-valve 35, which conor equalizing-piston 25, which alsooperates the equalizin discharge-valve 26 in the usual way. Cham er 36communicates in the ordinary manner through port 24 and pipe 5 5 withthe equalizin -reservoir 6, forming an enlargement of sai chamber.

1 As shown in-Fi 4, the main rotary valve is provided with the usualports, 17 18, large cavity 16, groove 20, and the additional to grooveor small cavity 19, adapted to controls the flow cm the mainreservoir-pipe 3 ;through pipe 30 to pipe 31, leading to the train-pipe4.

' As thus far describedth'e operation of this part of my invention is asfollows: The train pipe being charged with air under pressure and therotary valve placed in running position, com ressed air from the mainreservoir- 2 5 pipe 3 'wi 1 be supplied, through ports 18 and 12, to thefeed-valve device2 and thence to the train-pipe and theeqrializingreservoir 1n the usual way.. At. the same time the ports 10and II are connected by means ofcavity 19 3p in the rotary-valve, sothat the equalizi ,reservoir chamber is in communication wit 1 theregulating-chamber 32 through ipe 27, thereby maintainingthe pressuresof t e trainpipe and regulating-chamber equal. When 3 5 a reduction oftrain-pipe pressure is made for a service application of the brakes, thero-v tary valve '15 is turned so that the cavity 20 connects the.preliminary discharge port 10, but not port 11, with the exhaust-port9,

4o 7 thus reducing the pressure in the equalizingcausing the upwardmovement 'of the equalizing-piston and dischargevalve 26 in the usualmanner. At the same time that the piston rises to open valve 26 itreservoir an also moves the small slidevalve 23 to 0 on port 22, so thatthe regulating-chamber t ion communicates with the equalizing-reservoir,and the pressure therein is reduced at the same time and to the samedegree as that of the equalizing reservoir, the rotary valve beingturned to lap position with all ports closedwvhcn the desired amount ofreduction has been made in the.equalizing-reservoir. When thedischarge-valve .26 closes, the

3 5 valve 23 is also closed,and the air under pressure in theregulating-chamber is thereby scaled up at the same degree of pressurbas that of the train-pipe at the time the discharge-valve closes. Thispressure, thereforefis-held constant in chamber 32 on the diaphragm 33,so that any leakage of the tram-pi e pressure which acts on the underside of t e diaphragm will ause the opening of the regulating-valve 35,thereby admit- .65 ting a supply of air from the fmain reservoirsufiicient to compensate for all such leakage and maintain thetrain-pipe pressure constant while the brakes remain applied and withthe brakevalve' in lap position. The;

brakes may be released at any time by movmg the rotary to full releaseposition and to running position in the usual manner, at which time thenormal train-pipe pressure is again restored in the equalizing-reservoirand regulatingchamber, as above described.

When the brakevalve is turned to emer gency position, the cavity 20connects both ports 10 and 11 with the exhaust-port 9, so that theregulating-chamber and equalizingreserv'oir will both be vented to theatmos- 8o phere at the same time that the trainipe is exhaustingdirectly to the atmosp ere through port 8, cavity 16, and exhaust-port9. In case of an emergency application of the brakes, caused by a bursthose or a break 8 in two of the train, the cook 21 in pipe 30 may beclosed to prevent the escape of air from the main reservoir. i

The usual car equipment comprises a branch pipe 37, triple-valve, device38, au'x- 9o iliary reservoir 39, and brake-cylinder 40, and it is tothis portion of the apparatus'that the second part of my inventionrelates. Having means for rraintainingthe train-p pressure, it is clearthata supp 3 yof-airmay e 5 taken from the train-pipe for supplying theleakage from the brake-cylinder, and according to this feature of myimpreven" out I pro- 'vide a brake-cylinder-maintaining valve device 41,having pipe connections, 42 with the train-pipe, 43 with thebrake-cylinder, and

44 with the triple-valve device, and operated automatically bybrake-cylinder pressure to control the supply of air from the train-pipeto the brake-cylinderwhile the brakes remain applied, thus compensatingfor all' brake-cylinder leakage and maintaining the pressure thereinconstant at whatever degree desired. In Fig. 6 I have shown one form ofsuch valve device comprising a casing having I 10 two chambers 45 and46, separated by a diaphragm 47, provided with the stem 48, whichoperates a valve 5], controlling an e ualizing-passage 50 around thediaphragm? one chamber to the other, the chamber 46 being in opencommunication with pipe 43 and the brake-cylinder, while chamber 45 isconnected to the-pipe 44, leading to the triple-valve. device. Thediaphragm-stem also bears upon the stem 59 of a valve 49, which isnormally seated by a'spring 54 and controls admission of air from thetrain-pipe and pipe 42 to the chamber 46 and the brake cylinder, achock-valve 53 being locate in the pipe connection to prevent backflow.-111 the triplewalvc device 38 an additional port 55, lcading'from thepipe 44, is adapted to position. When an a plication of the brakes ismade and the bra e-cylinder is supplied with air fi cm the auxiliaryreservoir at the desired de cc of pressure, the slide-valve 58 of thetrip e-valve devices moves froinits release position to service and lappositions in.

the usual way, thereby closing the port 55 and cutting off communicationfrom the maintaining-chamber45 to the atmosphere. At the same time thepressure from the brake-cylinder in chamber 46 raises diaphra m 47 .andopens the valve 51, thereby equaizing the brake-cylinder pressure inchambers 45 and 46 on the opposite sides of the diaphragm, a lightspring 52 and washer 60 being used to return the diaphragm and stem tonormal position with valve 51 closed.

In this normal osition the diaphra m-stem engages the end of the stem 59of t e regulating-valve 49, which is held closed by the spring 54 andthe train-pipe pressure, and t e spring-washer 60 is preferablyarran edto rest upon a shoulder of the casing in osition, so as not to exert anypressure tendmg to open the valve 491 With the parts in this positionand the brake applied should By this means the brakes may be held on aslong as desired and the brake-cylinder pressuremaintained constantwithout depleting the auxiliary reservoirs. When the brakes are releasedby the triple valve moving to re lease position in the usualway, 'theair in chamber 46 is released to the atmosphere with thatof'thebrake-cylinder through the ordinary brake-cylinder and exhaust-ports ofthe triple valve, and at the same time the air from chamber 45 isreleased through pipe 44 and ports 55, 57, and 56 of the tri 1e valve.

' In case of an application of the bra es due to a burst hose or otheraccident the checkvalve 53 prevents a release of the brake-cylinderpressure throu h the empty train-pipe.

It will now be evi ent that the second part of 'my invention, relatingto maintaining the brake-cylinder pressure, may be employed inconnection with any form of device by which the train-pi e pressure ismaintained or fed up during t 'e time that the brakes remain applied,and it will also be obvious that my lmproved means for maintaining thetrainpipe pressure may be used either alone by itself or in connectionwith any other form of valve device for maintaining the brake-cylmderpressure as desired.

Having now described my invention, what I claim as new, and desire tosecure by Let- .ters Patent, is-- r 1. In a fluid-pressure brake,therombina tion with a train-pipe and a movable abutment subject toopposing fluid pressu'res for controlling the discharge'from thetrain-pipe, of means operated by the opposing pressures of thetrain-pipe and aregulating-Chaniber for controlling the supplyof fluidto the trainpipe, and means operated by the movable abutment forcontrolling the pressure in said regulating'chamber.

2. -In a-fluid pressure brake, the combination with -a train-pipe and amovable abutment operated by the 1 opposing fluid-pressures of thetrain-pipe and a reservoir for controlling the discharge-from thetrain-pipe, of a valve for controlling the supply of fluid to thetrain-pipe, afdiaphragm subject to the opposing pressures of thetrain-pipe and a regulating-chamber for Operatingsaid valve, and meansoperated by the movable abutment for controlling the pressure insaidregulating-chamberw In a fluid-pressurebrake, the combination withiatram-pipe and a movable abutment operated by opposin fluid-p'ressuresforcontrolling the dischar e from the trainpipe, of a valve for con-:olling the supply of fluid to the-train-pip'e, 1. regulating-chamberand means operated b the pressure therein for controlling said val; atedby the movable abutment for reducing the pressure in saidregulating-chamber;

' 4. In a-fluid-pressure brake, the coi'i'ibination with 'a train-pipe-and a movable abut ment operated'by opposing" fluid-pressures forcontrolling the discharge from the trainpipe, of a valve forcontrollingthe su ply of fluid to the train-pi )e,'a regulating-c lambere, and a valve oper-" and means operate by the pressuretherein I forcontrolling said valve, means 'for supplying fluid under pressure tosaid regulatingchamber, and afvalve operated by the movable abut-mentfor reducing the pressure in V the regulating-chamber.-

5. In a fluid-pressure brake,- the combination with a mainmanually-operatedvalve. a

train-pipe, a reservoir and a movable abu ment subject to theopposingpressures of t .e

train-pipe and thereservoir for control mg the discharge from thetrain-pipe, of a regulating-chamber and-means operatedby the pressuretherein for controlling the supply of fluid'to the train-pipe, meansoperated by the main valve for supplying fluid to the regulating-chamberand a valve operated by the movable abutment for reducing the pressurein said chamber. A

6. In a fluid-pressure brake, the combina tion with a train-pi;;e, areservoir and a movable abutment subject to the opposing pressures ofthe train-pipe and reservoir for controlling the discharge from thetrain-pipe, of a regulating-chamber and means operated by the pressuretherein for controlling the supply of fluid to the train-pipe a mainvalve means operated by the pressure therein for.

controlling the supply of fluid to the trainpipe, and a valve operatedby said movable abutment forcontrolling the pressure in said 're ulatinchamber.

8, In a fluid-pressure brake, the combination with a train-pipe, anequalizing-reser- -voir,-a'movable abutment. subject to the opposingpressures of the train-pipe and equalizing-reservoir for controlling thedischarge from the-trainpipe andia main valve for varying the ressure'in' 1 said reservoir and train-pipe, 0 -a regulating-chamber and meansoperated by thepressure thereinfor controlling-the supply of fluidt-ofl-the trainpipe, and a valve-operated bysaid movable abutment forcontrolling connnimication be tween, the reg'ulating-chamb'er and ,saidequalizing-reservoir. p

.9. In a fluid-pressure brake, the combination with means for supplyingfluid under pressure tothe train-pi e while ,the brakes are applied, ofa valve evice operated by a reduction of brake-cylinder pressure belowthe amount determined in making the application of-the brakes foropening communication from the train-pipe to the brake-cylinder.

10. In a fluid-pressure brake, the combination with a train-pipe,auxiliary reservoir, triple valve, and brake-cylinder, of a valve deviceoperated by a reduction of brake-cylinder pressure below the amountdetermined. in making the application of the'brakes for openingconnnunication from the train-pipe to the brakecylinder. V

11. In a fluid-pressure brake, the combina tion with a train pipe,auxiliary reservoir, triple valve, and brake-cylinder, of amaintaining-chamber and means operated by tho pressure in said chamberfor controlling the supply of fluid 'to the brake-cylinder while thebrakes are applied.

12. In a fluid-pressure brake, the combination with a train-pipe,auxiliary reservoir, triple valve, and brakecylinder, of amamtaming-chamber and means subject to the opposing pressures of thebrake-cylindcr and such chamber for controlling the supply of fluid tothe brake-cylinder while the brakes are applied.

13. In a fluid-pressure brake, the combination with a train-pipe,auxiliary reservoir, triple valve, and brake-cylinder, :of a valve forcontrolling the sup )ly of fluid to the brake-cylinder while the brakesare applied, a 'maintaining-chainber containing, fluid at the posed topressure of said chamber for operatin, said valve.

14. Ina fluid-pressure brake, the combination with a train-pipe,auxiliary reservoir, triple valve, and brake-cylinder, of a valvebrakewylinder while the rakes are applied, a inaintaining-chambercontaining fluidat the brake-cylinder pressure, and a diaphragm subjectto the opposing pressures of the brake-cylinder and said chamber forop'erat ing said valve.

15. In a fluid-pressure brake, the combination with a train-pipe,auxiliary reservoir, triple valve, and brake-cylinder, of amaintaining-chamber having means for charging brakes are applied and forclosing said cham-' her, and means operated by the opposing pressures ofthe brake-cylinder an chamber for controlling the supply of fluid to thebrake-cylinder.

16. In a fluid-pressure brake, the-combination with a train-pi e,auxiliary reservoir,

taming-chamber having a valve-controlled equalizing-passagecommunicating with the brake-cylinder, and means 0 erated by theopposing pressures of the bra e-cylinder and said chamber forcontrolling the supply of lluid to the brake-cylinder.

17. In a'iluid-pressure-brake, the combination with a train-pipe,auxiliary reservoir, triple valve, and brake-cylinder, of amaintz'tining-chamber having an equalizing-passage communicatiup withthe brake-cylinder, a valve controlling said passage, a diaphragmsubject to the pressures ofthe brake-cylinder and said chamber foroperating said valve,. and another, valve operated by said diaphragm forcontrolling the-supply of fluid to the brakccylinder.

18. In a fluid-pressure brake the combination with atrain-pipe,auxiliary reservoir, triple valve. and brake-cylinder, of amaintaining-chamber havin; means for charging the same with the desiredbrake-cylinder pres sure, mean subject to the-opposing pressures of thebull cylinder and said chamber for cmitrollinp the supply of fluid tothe brake- 3 cylinder while the brakes are applied, and nu-c-hanism forautomatically releasing the ll uid from said chamber when the brakes arereleased.

19. In a fluid-pressure brake, the combination with a tram-pipe,auxiliary reservoir, 1 triple valve and l rakecylinder, of a main ltaining-cluuuber having means for charging samewith brake-cylinderpressure when the-- brake-cylinder pressure, and a dmphragmexforcontrolling the sup ly of fluid to the said triple 'valve, and bra'c-cylinder, of a main-''' pipefor a imitthigaisfmm lVl"? hrakemylinder;of means eon v a 25 ressure in thebrake-oyh icler for admittmg 35' an abythe plessul e n the brake-cylinder, Wherethe same with the clesiiekl*bralcecylinclerf pressure, means subject to the opgesing'pizessures ofthebrake-oylindxr and se' ic. chamber for 'controlliag the supply offinial tof the 5 brake-cylindeswhile the brakes are a plies, arid meansepefat'edby the, triple we for releasingthe fluid h m said cham'hea 20.a fluid-pressure railway brake system, the"oombination. with the mainreser- I o yoir, train-pipe, and brakee. linder, of means controlled bythe pressure is the hrake eylme .der for'admittmgairfrom the train-pipeto the hTake-oylmgler When'the pressure in the latter'falls below theamount piecletei'mlhed t 5 mak ng the applieationof the I "meanseontrolleil'by-the pressure the ti-aim voirihto the ti'ailigoipe when pessure the latter falls bfiiOlV the amount a 2c in mak'hig theapplieatiolg oi the hialie's, siibstantially ans-described. A

21. in a fiuidepressul e railw tem, the oembinatien with the air fromthe train-pipe to the braite-cyliudei when the pressure 111 the latter?is below the amount'determioied. in making the applica tion of thebrakes, sebstantially as described.

3e '22. In a fiuid-pressure brake system, the

combination of the auxiliary IGSGI'IIOlI, brake ejlinder; triple valve,and traimpipeyof a 'brake cylii der supply duct :tromthe train f ipetothe brake-cylinder, a Valve sohtroL the passage of fluid through saidduct; actuating means for said Valve controlle by-said valve is openedwhet the brake-yl under pressure falls below the predote mlhed .ainreset amelint and air is admitted hose th ainii to sestere the pressurein the brake-oylm lei; substantially described.

The combination with the 'sfa brake-eylindei supply e uct "rem thetrain-pipe te the brake-cyl nder, and a valve controlling the passage offluid therethrough, said valve being operated. in response to changes in{brake-cylinder pressure when communication between the auxiliaiyresertrain-pipe, 'QHXUHLLZY IGSETVOEF,l)I'9,l 6Cyl1I1d8f, and triplevalve of as. automatic ass-brake paratus, a

voir and Mace-cylinder. is shut off by the triple valve.

' The oeii 'binatien of the main reservoir, ehsineerls valye,train-pipe, auxiliaryreserveir, bt aiie-eylimler, and triple valve of.a'ea.utemat1e air braize apparatus; with a Pipe to the h 'alzeoylihder, valve oontrol- V In testihiony-Whe'reofl have hereunto set' myhahdj WJLTER V. TURNER. Witnesses: v v

. R" F. EMERY,

g the passage of-fiuid. therethrough, and. i

l." she-cylieder-supply duct hem the tiiaizb

